Railroad ballast tamper and equalizer



Feb. 14, 1950 w. H. MERTZ RAILROAD BALLAST TAMPER AND EQUALIZER 4 Sheets-Sheet 1 Filed March 6, 1946 R 2 w 0 m a M u N 4 R E i a N W e M m NM. I M g -wm r i e y I W4 0 NV RN .uwa x-; WN mm All. 4 NN N M M Q N WM Feb. 14, 1950 w. H. MERTZ RAILROAD BALLAST TAMPER AND EQUALIZER 4 Sheets-Sheet 2.

Filed March 6, 1946 INVENTOR. Z/&fis/fl7/rfz,

ATTD RN EYB Patented Feb. 14, 1950 OFFICE RAILROAD BALLAST TAMPER AND EQUALIZER Walter H. Mertz, Lima, Ohio Application March 6, 1946, Serial No. 652,414 5 Claims. (01. 104-42) My present invention relates to an improved railroad ballast tamper and more particularly to a hydraulically operated set of tampers mounted upon a railway car, and designed to improve the ballast conditions of the road bed.

The principal object of my invention is to pro- 'vide a high pressure tamper under control of a fluid motor or pump which operating in series I will tamp and compress the ballast of a long section of roadbed at one time.

The invention comprises generally a rail road" car fitted with an engine preferably of the internal combustion type operating a fluid motor and the fluid under pressure enters cylinders to force downwardly pistons. On the lower ends oi. the

piston rods are expanding tempers and these" tampers lowered and spread hydraulically will compress the ballast between and under the ties simultaneously.

Various adjustments are included in the invention for leveling the car when it is operating on a grade, for adjusting the depth of the tamping operation, and others hereinafter more fully described.

By the use of my invention the road bed will be placed and maintained in better condition than by manual tamping or even mechanical tamping where the space between a pair of ties is tamped.

It is i p an t at a large section of roadbed be compressed and tamped in order that the pressure will not spread the ballast into section not being compressed. When high pressure is used, the ballast may be compressed to a degree where the passage of heavy locomotives and trains will have no appreciable effect upon the roadbed and where the pressure per square inch is greater than that to which the bed is subjected when heavy trains pass.

In the accompanying drawings I have illustrated one complete example of the physical embodiment of my invention according to the best Figure 5 is a transverse sectional view of the control valve in holding position.

Figure 6 is a cross section through the car taken on line 6-6 of Figure 1 showing the tamping elements in elevation with one of the cylinders shown in section.

Figure 7 is a detail view of the tamping structure.

Figure 8 is a transverse sectional view of the hydraulic cylinder and tamper.

Figure 9 is a partial sectional view of the tamper with the lower end of the cylinder shown in elevation and with the tamper head shown in section with the section taken on line 99 of Fi ure 8.

Figure 10 is a vertical sectional view of the cylinder showing the tamper in expanded position and also taken on line 9-9 of Figure 8.

Figure 11 is a horizontal sectional view of the cylinder. taken on line I I--ll of Figure 8.

Figure 12 is a horizontal sectional view of the cylinder taken on line l2|2 of Figure 8.

Figure 13 is a side elevational view of the tamper showing the expanded position in dotted lines.

Figure 14 is a top plan view of the tamper.

Figure 15 is a side elevational view of the connecting rod for the tamper.

Figure 16 is a detail view of a portion of the tamper.

Figure 17 is a, partial end elevational view showing the leveling jacks on the car body taken on line |'l-l l of Figure 1.

Referring now to the drawings wherein like numerals indicate like parts, I have illustrated a railroad car as I having conventional wheel frames or trucks 2, and running wheels 3. The roadbed comprises the rails 4 mounted and secured upon the ties 5, and the railroad ballast 6 of the usual crushed rock.

An internal combustion engine 1 operates the hydraulic pump 8 to supply fluid under pressure to the operating devices.

Between the wheel frames of the car and connecting the trucks I employ a car frame having spaced, parallel I-beams 9 which support the multiple tamping units as will be hereinafter described.

Located near the ends of the car I have provided hydraulic jacks l0 mounted in the crossarm C for adjusting the plane of the car when the car is resting or working upon a grade section of the roadbed. These jacks include cylinders ll having internal pistons l2 and lower bed engaging platforms [3.

Fluid under pressure is supplied through the pipe 14 to lower the jack under control of valve 15, and fluid is returned to the fluid pressure pump through pipe IE to the valve and pipe I! to the pump.

Referring now to the tamping units in detail, it will suffice to describe one unit inasmuch as the units are identical. It will be understood that I employ fourunits in lateral series, a pair straddling each rail. The number of longitudnal rows will be determined by the length of the car or the desire of the builder. It is imperative however that sufficient rows be employed to cover a substantial section of the roadbed.

The tamping units comprise cylinders l8 attached to brackets l9 in which are iournaled rollers 20. These rollers ride on the I-beam 9 above and below, and each unit may be adjusted for-- wardly or backwardly' to compensate for any differences in the space between ties..

Each cylinder is fashionedwith a cylinder head 2|. and a reciprocating piston rod 22. A piston head 23' is secured to the rod and is provided with piston rings 24 to prevent the passage of fluid thereby. Adjusting nuts 25 serve to maintain thehead in adjusted position on thepiston rod.

Within the cylinder l8 and below the piston head 23 I employ a second piston head 25 through which the lower end of the piston rod 22 passes and the piston is provided with a packing nut 21 and. packing 28 to prevent the passage of fluid therethrough. In the piston head 26 I utilize valves 29 seated in sleeve 3| and urged downwardly by coil spring 30 between the valve head and the base 32. Attached to the piston head 25' is a hollow piston or tubular connecting rod 33" surrounding and slidable upon the rod 22. These rods 22 and 33 extend through the lower end of the cylinder I8. andv the outer rod 33 is held in fluid tight relation with the cylinder by means of packing nut 34 and packing 35.

The lower end of the rod 33 is secured to a cross head 36 of the tamper from which depends the tamping sections or plates 31. These sections are pivotally mounted in sockets 38 in the cross head as and are adjustable longitudinally ofthe cross head by means of. crank 38. The depending sections 31 are provided with diverginginner walls 39 to a point near the lower extremity whereupon. the walls converge with the outer walls to form sharp edges Ml. Spaced sets of lugs 41 on the inner wallfaceof the sections provide attachments for the springs t2 tending to hold the pivotally mounted depending sections inproximlty as seenin Figure 9.

n the lower end of the piston rod, 22 I use. a crosshead 43 having expanders M pivotally mounted thereon to, slide upwardly or downwardly with relation to the inner walls 39 of the tamping. sections 31 to open, and to permit the closing of'the sections depending upon the vertical movement of the crosshead.

For control of the fluid under pressure from the fluid pump 8 I employ a three-way valve of conventional design and best seen in Figures 3, 4, and f. Fluid under pressure from the motor passes through pipe 4! and fluid under pressure returning. to the motor passes. through pipe 48. A flexible hose 4!! is connected with the pipe 48, and the flexible hose 50 is connected with the pipe 41. Pipe 5| leads from the valve 46 to the top of the cylinder [8 for lowering action while the pipe 52 leads to the bottom of the cylinder for raising action. 4

As best seen in Figures 13, 14'; 1'5, and. 16; the

tamper sections 37 are adjustably mounted in the crosshead 36 and slide longitudinally under control of the crank 38'. Upper extension lugs E on the sections 31 extend through slots S in the sides of the cross-head and limit the compressing motion or travel'of the sections 31.

The lugs E of the plates 31 are attached to a cross-bar. 6.0.- which extends across the upper surface of one end off'thecross-head 36, by pins til and 62 which are positioned in arcuate slots 83 and 54, respectively. The bar 60 is threaded on a screw 65 on the end of which the crank 38 is carr ied and the screw 65 is journaled in bearings 66 and 6! on the cross-heads. As the screw is, turned by the crank the bar 60 is actuated to desired positions between the dotted line positions shown in Figure 14.

In operation, the railroad car is moved to the section of the track in which the ballast is to be compressed or tamped-and the engine 1 is started to provide motive power for the fluid pump; The pump creates a pressure movement of liquid as oil through the pipes 4'! and 48.

Upon manual manipulation of the" valves 46, the fluid under pressure will pass into the upper part of the cylinder It. The pressure will-'be-exerted downwardly against the piston 23 and will move the piston down. The fluid between the piston 23 and the piston 26 will be compressed and will therefore move the piston down. The latter piston carrying its automatically operating valves Ziiwillabut the lower end of the cylinder and the platform 32 ofthe valves will force the valves open against the tension of the springs 30. By this movement the temper section will be lowered but as yet there will be no relative movement between the tamper sections and the expander.

However as the valves in the lower piston 26 open, allowing thefluid to pass therethrough, the upper piston 23' will continue its downward movement and the rod therefor 22, will slide withinjhe hollowrod 33 to lower the expander and this movement of the expander will spread the secti'ons's'l t'o'compress the ballast;-

The initial movement downwardly of both tamper sectionsand exp'anders, will force the sections into the ballast or earth; and the secondary movement of the expander will open or spread the'secti'onin the ballast, thus compressing the same.

When the portion ofthetrack under improvement has been completed, the valve 46 is turned to position as indicated in Figure 4' of the drawlugs; and the reverse movement will take place.

The fluid entering the cylinderthrough pipe 52 will press upwardly under the piston 26 and will open the valves therein. The fluid will pass therethrough and-will raise the piston 23'. When the two pistons h'avebeen elevated to the desired position, the valve? is turned to hold: position as seen in Figured of the'drawings.

From the above description itshould beapparent thatthedevice of; my invention will dispense with considerable manual labor. andwill achieve a result impossible with manual labor, namely, the degree of compression, of. the ballast. Further by the use of dual acting cylinder. and. pistons thereinthe closed endsof the section forming a point are relatively easily pressed into the ballast and. when the sections: open, theballast will be compressed. against and underv the. ties. With a multiplicity of. these. units in. operation, the ballast will bepressed. against many ties. at the same time.

Having thus fully described my invention what I claim as new and desire to secure by Letters Patent is:

1. In a railroad ballast tamper, the combination which comprises a supporting car frame having side beams spaced above the rails and ties of a roadbed on which the car frame is positioned, vertically positioned fluid pressure actuated cylinders carried by said side beams, upper and lower pistons in said cylinders, tubular connecting rods extended downwardly from the lower pistons in the said cylinders, tamping elements positioned below the cylinders and carried by said tubular connecting rods, piston rods extended downwardly from the upper pistons in said cylinders, through the said lower pistons, and through said tubular connecting rods, spreader elements carried by the lower ends of said piston rods and positioned to engage the inner surfaces of said tamping elements for spreading said tamping elements, and resilient means holding said tamping elements in engagement with said spreader elements.

2. In a railroad ballast tamper, the combination which comprises a supporting car frame having side beams spaced above the rails and ties of a roadbed On which the car frame is positioned, vertically positioned fluid pressure actuated cylinders carried by said side beams, upper and lower pistons in said cylinders, tubular connecting rods extended downwardly from the lower pistons in the said cylinders, tamping elements positioned below the cylinders and carried by said tubular connecting rods, piston rods extended downwardly from the upper pistons in said cylinders, through the said lower pistons, and through said tubular connecting rods, spreader elements carried by the lower ends of said piston rods and positioned to engage the inner surface of said tamping elements for spreading said tamping elements, resilient means holding said tamping elements in engagement with said spreader elements, means applying fluid under pressure to said cylinders for driving the said pistons downwardly, means stopping the downward movement of said lower pistons while the upper pistons continue to travel for actuating the said spreader elements, and means reversing said fluid to elevate the said pistons and tamping and spreader elements.

3. In a railroad ballast tamper, the combination which comprises a supporting car frame having side beams spaced above the rails and ties of a roadbed on which the car frame is positioned, vertically positioned fluid pressure actuated cylinders carried by said side beams, upper and lower pistons in said cylinders, tubular connecting rods extended downwardly from the lower pistons in the said cylinders, tamping elements positioned below the cylinders and carried by said tubular connecting rods, piston rods extended downwardly from the upper pistons in said cylinders, through the said lower pistons, and through said tubular connecting rods, spreader elements carried by the lower ends of said piston rods and positioned to engage the inner surfaces of said tamping elements for spreading said tamping elements, resilient means holding said tamping elements in engagement with said spreader elements, means applying fluid under pressure to said cylinders for driving the said pistons downwardly, means stopping the downward movement of said lower pistons while the upper pistons continue to travel for actuating the said spreader elements, means reversing said fluid to elevate the said pistons and tamping and spreader elements, and means adjusting the positions of the said tamping elements in relation to the said tubular connecting rods.

4. In a railroad ballast tamper, the combination which comprises a supporting car frame having side beams spaced above the rails and ties of a roadbed on which the car frame is positioned, vertically positioned fluid pressure actuated cylinders carried by said side beams, an upper and a lower piston in each of said cylinders, tubular connecting rods extended downwardly from the lower piston in the said cylinders, tamping elements positioned below the cylinders and carried by said tubular connecting rods, piston rods extended downwardly from the upper piston in said cylinders, through the said lower piston, and through said tubular connecting rod, spreader elements carried by the lower end of said piston rod and positioned to engage the inner surface of said tamping elements for spreading said tamping elements, resilient means holding said tamping elements in engagement with said spreader elements, means applying fluid under pressure to said cylinders for driving the said pistons downwardly, means stopping the downward movement of said lower piston while the upper piston continues to travel for actuating the said spreader elements, and jacks on the said oar frame for engaging the roadbed to level the said beams in relation to the grade and elevation.

5. In a railroad ballast tamper, the combination which comprises a supporting car frame having side beams spaced above the rails and ties of a roadbed on which the car frame is positioned, vertically positioned fluid pressure actuated cylinders carried by said side beams, an upper and a lower piston in each of said cylinders,

tubular connecting rods extended downwardly from the lower piston in the said cylinders, tamping plates pivotally and slidably mounted on the lower ends of the said tubular connecting rods and positioned to form a V in the closed position, piston rods extended downwardly from the upper piston in said cylinders, through the said lower pistons, and through said tubular connecting rods, spreader elements carried by the lower ends of said piston rods and positioned to engage the inner surfaces of said tamping elements for spreading said tamping elements, and resilient means holding said tamping elements in engagement with said spreader elements.

WALTER H. MERTZ.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,415,193 Robinson May 9, 1922 1,556,603 Jackson Oct. 13, 1925 

